CN102239073A - Device and method of determining vehicle conditions - Google Patents
Device and method of determining vehicle conditions Download PDFInfo
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- CN102239073A CN102239073A CN2009801230883A CN200980123088A CN102239073A CN 102239073 A CN102239073 A CN 102239073A CN 2009801230883 A CN2009801230883 A CN 2009801230883A CN 200980123088 A CN200980123088 A CN 200980123088A CN 102239073 A CN102239073 A CN 102239073A
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- 238000000034 method Methods 0.000 title claims description 31
- 230000001133 acceleration Effects 0.000 claims abstract description 59
- 238000006243 chemical reaction Methods 0.000 claims description 23
- 238000001514 detection method Methods 0.000 claims description 21
- 230000000750 progressive effect Effects 0.000 claims description 8
- 230000000694 effects Effects 0.000 claims description 6
- 230000033001 locomotion Effects 0.000 abstract description 5
- 238000010586 diagram Methods 0.000 description 14
- 230000001141 propulsive effect Effects 0.000 description 9
- 230000005540 biological transmission Effects 0.000 description 8
- 230000008569 process Effects 0.000 description 5
- 230000008878 coupling Effects 0.000 description 4
- 238000010168 coupling process Methods 0.000 description 4
- 238000005859 coupling reaction Methods 0.000 description 4
- 230000009466 transformation Effects 0.000 description 4
- 238000002485 combustion reaction Methods 0.000 description 3
- 230000007935 neutral effect Effects 0.000 description 2
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
- B60W40/10—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models related to vehicle motion
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2520/00—Input parameters relating to overall vehicle dynamics
- B60W2520/10—Longitudinal speed
- B60W2520/105—Longitudinal acceleration
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2520/00—Input parameters relating to overall vehicle dynamics
- B60W2520/14—Yaw
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2520/00—Input parameters relating to overall vehicle dynamics
- B60W2520/28—Wheel speed
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2540/00—Input parameters relating to occupants
- B60W2540/16—Ratio selector position
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2540/00—Input parameters relating to occupants
- B60W2540/18—Steering angle
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- Physics & Mathematics (AREA)
- Automation & Control Theory (AREA)
- Mathematical Physics (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Control Of Transmission Device (AREA)
- Indicating Or Recording The Presence, Absence, Or Direction Of Movement (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
- Control Of Driving Devices And Active Controlling Of Vehicle (AREA)
Abstract
A vehicle condition determining device has a wheel speed sensor provided to a vehicle and detecting wheel speed, a shift position sensor for detecting the position of a shift lever, an acceleration sensor for detecting the acceleration of the vehicle, and a determining section for determining conditions of the vehicle based on values detected by the wheel speed sensor, the shift position sensor, and the acceleration sensor. The determining section determines that the direction of movement of the vehicle has been changed if the determining section detects that the shift lever has been switched from a position other than a forward position to the forward position or has been switched from a position other than a reverse position to the reverse position, that the wheel speed is higher than or equal to a first reference speed, and that the wheel speed has reached a level lower than or equal to a second reference speed before the wheel speed is detected.
Description
Technical field
The present invention relates to judge that vehicle is to advance or vehicle-state decision maker that is retreating and vehicle-state decision method.
Background technology
In vehicles such as automobile, revise according to the yaw-rate of the vehicle interior foreign steamer when turning, to revise wheel velocity.Here, even if the yaw-rate of vehicle can be to advance or retreating to get different values according to vehicle also under the identical speed of a motor vehicle.Therefore, in order to calculate the yaw-rate of vehicle exactly, having proposed to detect vehicle is to advance or the device that is retreating.
For example, patent documentation 1 provides can be easily and judge the decision maker that advances that whether is in the vehicle that advances in travelling reliably, specifically put down in writing the following decision maker that advances: it has the rotation speed detection unit of rotating speed of detection of engine and the speed of a motor vehicle detecting unit that detects the speed of a motor vehicle, the converter speed ratio of the vehicle in estimating to travel by the converter speed ratio estimation unit based on the testing result of the speed of a motor vehicle and engine speed, and when the converter speed ratio that estimates is the converter speed ratio of the height rotation outgoing side of the converter speed ratio during the most approaching retreating in a plurality of converter speed ratios of transmission system or when rotating the high converter speed ratio of the converter speed ratio of outgoing side than this height, the identifying unit that advances is judged as vehicle and is in to advance and travels, even and converter speed ratio changes afterwards, stop until vehicle in being judged to be also that being in advances and travelling.
In addition, patent documentation 2 has been put down in writing following behavior control setup: differentiate vehicle based on the speed of a motor vehicle and gear positions and whether be in fallback state, when determining vehicle when not being in fallback state, differentiate vehicle and whether might be in fallback state, when determining vehicle might be in fallback state the time, differentiate vehicle and whether be in forward travel state, when determining vehicle when being in forward travel state, sign is set to 1, allow to carry out the behavior control when being used to advance thus, when determining vehicle when not being in forward travel state, sign is set to 0, forbids carrying out the behavior control when being used to advance thus.
Patent documentation 1: the Japanese documentation spy opens the 2002-236133 communique;
Patent documentation 2: the Japanese documentation spy opens the 2000-318588 communique.
Summary of the invention
The problem that invention will solve
By estimating forward travel state, under the bigger situation of vehicle movement, can judge forward travel state exactly according to the result of calculation of the speed of a motor vehicle of being put down in writing as patent documentation 1 and engine speed or as the gear positions that patent documentation 2 is put down in writing.But, when low speed driving, when perhaps travelling with low corner, especially when gear when D Drive transforms to the transition condition that retreats grade, only can't judge forward travel state or fallback state exactly by gear positions.In addition, under the situation that the relation of utilizing the speed of a motor vehicle and engine speed is calculated, also need travel with certain above speed, therefore when low speed driving, when perhaps travelling with low corner, especially when gear when D Drive transforms to the transition condition that retreats shelves, be difficult to judge that vehicle is to advance or retreat.
The present invention finishes in view of the above problems, its purpose be to provide a kind of can be correctly and to detect vehicle simply at short notice be to advance or vehicle-state decision maker that is retreating and vehicle-state decision method.
The means that are used to deal with problems
In order to address the above problem, achieve the above object, the present invention is a kind of vehicle-state decision maker, the motoring condition of the vehicle that judgement is travelled by primary mover is characterized in that, comprising: vehicle-wheel speed sensor, it is set on the described vehicle, and detects wheel velocity; The gear positions sensor, it detects the position of gear-shift lever; And detection unit, its detected value according to described vehicle-wheel speed sensor and described gear positions sensor is judged vehicle-state; Wherein, if described detection unit detects the evolution of described gear-shift lever beyond the progressive position to progressive position or from the evolution beyond the going-back position to going-back position and detect wheel velocity more than or equal to first datum velocity and detect that wheel velocity is in below second datum velocity before detecting, the travel direction of vehicle that then has been judged to be conversion.
Preferably: be in below described second datum velocity travel direction of vehicle that then has been judged to be conversion in the scope in the fiducial time when detecting if described detection unit also detects wheel velocity.In addition, described second datum velocity is preferably and can thinks that described vehicle is in the wheel velocity that stops.
Preferably: the vehicle-state decision maker also has the acceleration pick-up of detection effect in the acceleration/accel of described vehicle, if and described detection unit also detects described acceleration/accel and is less than or equal to the benchmark acceleration/accel, the travel direction of vehicle that then has been judged to be conversion.In addition, preferably: if described detection unit detects the above condition of travel direction of vehicle that has been judged to be conversion of certain number of times within a certain period of time, the travel direction of vehicle that then has been judged to be conversion.
In addition, in order to address the above problem, achieve the above object, the present invention is a kind of vehicle-state decision method, be used to judge the motoring condition of vehicle, it is characterized in that, comprising: detect step, detect gear-shift lever whether from the evolution beyond the progressive position to progressive position or the evolution beyond the going-back position to going-back position; The wheel velocity determination step if detect the conversion of position in described detection step, judges that then whether wheel velocity is more than or equal to first datum velocity; Stop determination step,, judge then whether wheel velocity has become below second datum velocity before described wheel velocity determination step if in described wheel velocity determination step, determine wheel velocity more than or equal to datum velocity; The acceleration/accel determination step if stop to determine in the determination step wheel velocity and become in the scope below second datum velocity in fiducial time described, judges then whether the acceleration/accel of described vehicle is below the benchmark acceleration/accel; And the travel direction determination step, be less than or equal to the benchmark acceleration/accel if in described acceleration/accel determination step, determine acceleration/accel, the travel direction of described vehicle that then has been judged to be conversion.
Here, the described determination step that stops to judge that preferably whether wheel velocity is in below second datum velocity in the scope fiducial time before described wheel velocity determination step.In addition, described acceleration/accel determination step judges that preferably the acceleration/accel of described vehicle is less than or equal to the benchmark acceleration/accel, till the acceleration/accel of described vehicle is less than or equal to the benchmark acceleration/accel and is determined to certain number of times, enters the described determination step that stops then.
In addition, described second datum velocity is preferably and can thinks that described vehicle is in the wheel velocity that stops.
The invention effect
Even vehicle according to the invention state determining apparatus and vehicle-state decision method can obtain after the firm conversion of gear positions or also can judge the effect of vehicle heading during low speed driving exactly.
Description of drawings
Fig. 1 is the block diagram of brief configuration that an embodiment of the vehicle with vehicle-state decision maker is shown;
Fig. 2 is the diagram of circuit of an example that the decision method of vehicle-state decision maker is shown;
Fig. 3 is the instruction diagram that the relation between the judgement of the detected value of each sensor and vehicle-state decision maker is shown;
Fig. 4 is the diagram of circuit of another example that the decision method of vehicle-state decision maker is shown;
Fig. 5 is the diagram of circuit of an example again that the decision method of vehicle-state decision maker is shown.
Label declaration
10 vehicles
11FR, 11FL, 11RR, 11RL wheel
12 driving engines
14 change-speed boxs
16 transmission shafts
18 viscous couplings
20 gear-shift leveres
22 propulsive efforts distribute control setup
24 vehicle-state decision makers
30 control difies
32RR, 32RL axle drive shaft
40ECU
41 gear positions sensors
42FR, 42FL, 42RR, 42RL vehicle-wheel speed sensor
43 steering angle sensors
44 yaw rate sensor
45 acceleration pick-ups
47 car speed sensors
The specific embodiment
Below, describe the present invention in detail with reference to accompanying drawing.In addition, the present invention is not used to implement the qualification of optimal way of the present invention (hereinafter referred to as embodiment).In addition, the inscape in the following embodiment comprises the key element that those skilled in the art can expect, identical in fact key element, the key element of so-called equivalency range.For example, in following embodiment, to being illustrated, but also can be used in by the motor vehicle driven by mixed power of combustion engine and motor driven, by the electronlmobil of the motor driven by electric rotation etc. by the ICE-powered vehicle.
Fig. 1 illustrates the block diagram that has according to the brief configuration of an embodiment of the vehicle of the vehicle-state decision maker of present embodiment.Vehicle 10 shown in Figure 1 has: wheel 11FR, 11FL, 11RR, 11RL; Driving engine 12; Change-speed box 14; Transmission shaft 16; Viscous coupling 18; Gear-shift lever 20; Propulsive effort distributes control setup 22; And vehicle-state decision maker 24.In addition, vehicle 10 also has acceleration pedal, brake pedal etc. as various inscapes that vehicle had except that each above-mentioned inscape.
Wheel 11FR, 11FL, 11RR, 11RL are configured in four bights of vehicle 10 respectively, the trailing wheel that the front-wheel that wheel 11FR, 11FL are vehicle 10 when working direction is travelled, wheel 11RR, 11RL are vehicle 10 when working direction is travelled.In addition, in the present embodiment, wheel 11FL, 11FL are deflection angle direction of passage dish operation etc. and the wheel flutter that changes, and wheel 11RR, 11RL are the drive wheels that links and accept from driving engine 12 transmission of propulsive effort via axle drive shaft with driving engine 12.
Change-speed box 14 links via bent axle and driving engine 12, and it is to from the bent axle transmission and the mechanical power that comes carries out speed change, thereby changes torque.In addition, change-speed box 14 comprises that the gear of a plurality of usefulness of advancing that converter speed ratio is different retreats the gear of usefulness with at least one.Change-speed box 14 distributes control setup 22 to link via transmission shaft 16 and viscous coupling 18 with propulsive effort.
Gear-shift lever 20 is the bars by operator's operation.In case the operator has operated gear-shift lever 20, gear positions sensor 41 described later will detect gear-shift lever 20 and be operated.
Propulsive effort distributes control setup 22 to have control diff 30 and axle drive shaft 32RR, 32RL, and will give wheel 11RR, 11RL as drive wheel from the transmission of power that change-speed box 14 passes out.Control diff 30 will transmit via transmission shaft 16 and viscous coupling 18 and the power distribution that comes passes to axle drive shaft 32RR and axle drive shaft 32RL from change-speed box 14.Axle drive shaft 32RR links control diff 30 and wheel 11RR and from the axle of control diff 30 to wheel 11RR transferring power.In addition, axle drive shaft 32RL links control diff 30 and wheel 11RL and from the axle of control diff 30 to wheel 11RL transferring power.
Vehicle-state decision maker 24 has: ECU (Electronic Control Unit, electronic control unit) 40; Detect gear positions sensor 41 by the gear positions of gear-shift lever 20 inputs; Detect vehicle-wheel speed sensor 42FR, 42FL, 42RL, the 42RL of the wheel velocity of each wheel 11FR～11RL; Detect the steering angle sensor 43 of deflection angle; Detect the yaw rate sensor 44 of yaw-rate; Detection effect is in the acceleration pick-up 45 of the acceleration/accel of vehicle 10; And the car speed sensor 47 that detects the speed of a motor vehicle.Here, acceleration pick-up 45 can not only detect when travelling owing to vehicle 10 quickens to act on the acceleration/accel of vehicle 10, but also can detect because vehicle 10 inclinations act on the acceleration/accel of vehicle 10.
ECU 40 judges that based on the testing result of each sensor 41～47 vehicle 10 is in the state that advances or is in the state that retreats.In addition, ECU 40 also has the function that drives driving engine 12, propulsive effort distribution control setup 22 based on the testing result of each sensor 41～47 except the function as vehicle-state decision maker 24.So, ECU 40 carries out controlling, judging based on the propulsive effort distribution control of propulsive effort distribution control setup 22 and based on the vehicle-state of vehicle-state decision maker 24 based on total propulsive effort of driving engine 12, controls thereby carry out vehicle movement.
Then, the vehicle-state decision method based on vehicle-state decision maker 24 is described.Here, Fig. 2 is the diagram of circuit of an example that the decision method of vehicle-state decision maker is shown.
The ECU 40 of vehicle-state decision maker 24 basis in step S10 judges by gear positions sensor 41 detected detected values whether the gear positions of gear-shift lever 20 is transformed to D Drive (D) from D Drive (D) position, for example reverse (R) in addition.Above-mentioned illustration reverse (R), but also can be transformed to D Drive (D) from neutral gear (N).If ECU 40 determines gear positions and has been transformed D Drive in step S10, then enter step S12, do not transform to D Drive if determine, then execution in step S10 repeatedly.
Then, ECU 40 judges that in step S12 whether fast (that is, whether＞Akm/h) wheel velocity than wheel velocity Akm/h by the detected wheel velocity of vehicle-wheel speed sensor 42FR～42RL.If ECU 40 determines wheel velocity＞Akm/h in step S12, then enter step S14, if determine wheel velocity≤Akm/h, then enter step S24.Here, as by the detected wheel velocity of vehicle-wheel speed sensor 42FR～42RL, both can with by the aviation value of the wheel velocity of four sensor as detected wheel velocity, also can be with wheel velocity minimum in the wheel velocity that goes out by four sensor as detected wheel velocity.In addition, wheel velocity A is the benchmark wheel velocity that can think that vehicle 10 is travelling, for example is the wheel velocity arbitrarily that 5km/h is above and 10km/h is following.
Then, ECU 40 judges that in step S14 whether wheel velocity is arranged is experience below the akm/h.If ECU 40 determines wheel velocity in step S14 be experience below the akm/h, then enter step S16, not have wheel velocity be the following experience of akm/h if determine, and then enters step S24.Here, have wheel velocity be the following experience of akm/h be meant when judging as the certain hour scope of benchmark in wheel velocity be in below the akm/h.Here, wheel velocity a can think that vehicle 10 is in the benchmark wheel velocity that stops.
Then, whether ECU 40 judges in step S16 by acceleration pick-up 45 detected acceleration/accels less than Bm/s
2If ECU 40 determines the absolute value of acceleration/accel less than Bm/s in step S16
2, then enter step S18, if the absolute value that determines acceleration/accel is more than or equal to Bm/s
2, then enter step S24.Here, acceleration/accel Bm/s
2It is vehicle detected benchmark acceleration/accel when being on the smooth to a certain degree road surface.That is, when vehicle 10 was on the smooth to a certain degree road surface, the absolute value of acceleration/accel was less than Bm/s
2, in the time of on the sloping road more than vehicle 10 is in necessarily, the absolute value of acceleration/accel is more than or equal to Bm/s
2
Then, ECU 40 in step S18 with Cs+1 as new Cs, even the counting of Cs increases by 1, and enter step S20.Here, Cs calculates the counting machine that detects number of times, Cs=0 during starting.The counting of Cs is increased after 1, and ECU 40 judges that in step S20 Cs is whether more than or equal to specified value (that is, whether Cs 〉=specified value).If ECU 40 determines Cs 〉=specified value in step S20, then enter step S22, if determine Cs＜specified value, then enter step S24.
If ECU 40 determines Cs 〉=specified value in step S20, then in step S22, be judged to be and be in forward travel state, end process.In addition, if ECU 40 is judged to be "No" and enters step S24 in each step, then in step S24, judge whether passed through certain hour.If ECU40 is judged to be in step S24 and has passed through certain hour, then enter step S26, do not pass through certain hour as yet if be judged to be, then enter step S12, repeat above-mentioned processing.In addition, passed through certain hour if ECU 40 is judged to be in step S24, then Cs is set to 0 in step S26, then end process.
So, vehicle-state decision maker 24 is based on judging particularly from the gear positions of gear-shift lever 20 input and wheel velocity whether gear positions has been transformed and whether wheel velocity decelerates to and can think the speed that stops, even if under the gear positions situation different, also can detect travel direction exactly thus with travel direction.
Below, use Fig. 3 to be specifically described.Here, Fig. 3 is the instruction diagram that the relation between the judgement of the detected value of each sensor and vehicle-state decision maker is shown.Instruction diagram shown in Figure 3 is the situation that gear-shift lever transforms to D Drive (D advances) from reverse (R retreats) under the state of the direction running of drawing back at a predetermined velocity.Under situation shown in Figure 3, if only judge the travel direction of vehicle according to the gear positions of gear-shift lever 20, then during stop to vehicle after the firm conversion (misinterpretation zone shown in Figure 3 during), although vehicle 10 reality retreat, be judged to be and advance owing to gear-shift lever 20 is in D Drive.So, if it is anti-that travel direction is done, then because the yaw-rate of supposition is different values with actual yaw-rate, even therefore be in cruising, being judged as does not have cruising yet, and the distribution of power that perhaps causes passing to from control diff 30 each wheel 11RL, 11RR is opposite with correct distribution.To this, as shown in Figure 3, vehicle-state decision maker 24 detect gear-shift lever 20 transformed to advance and detect wheel velocity become can be judged to be the speed that stops after, just be judged to be and advance, the determination flag of will advancing in Fig. 3 is made as unlatching (on).Thus, can judge more exactly that vehicle 10 is advancing still to retreat, can suppress to take place misinterpretation.That is, according to present embodiment, the time zone that is shown the misinterpretation zone in Fig. 3 also can determine vehicle and be in fallback state, can suppress to take place misinterpretation.In addition, calculating is carried in the acceleration/accel on the vehicle, and is in situation on the precipitous sloping road etc. time at situation, for example vehicle that certain above acceleration/accel acts on vehicle, does not carry out the judgement of travel direction, can suppress flase drop thus and survey, can judge travel direction more exactly.Specifically, under vehicle is in situation on the precipitous sloping road, sometimes be subjected to the influence of the gradient and how vehicle all glides mobile regardless of gear positions, but judge in the acceleration/accel of vehicle and based on its result by detection effect, can under the situation that the flase drop survey might take place, make and not carry out the judgement of travel direction, thereby can judge travel direction more exactly.
In addition, processing as shown in Figure 2 is such, after the conversion that detects gear-shift lever 20,, can judge the motoring condition of vehicle more exactly by repeatedly judging wheel velocity and being applied to the condition whether acceleration/accel on the vehicle 10 satisfies step S12, step S14, step S16.Specifically, though even vehicle be on the flat road surface but because interim flat-out acceleration, suddenly slow down and in once judging acceleration/accel reach under the situation more than the benchmark acceleration/accel, also can in other judgement, judge to satisfy condition, therefore can judge correct motoring condition.Though in order to judge vehicle-state more exactly, preferably repeatedly judge, also can be only by once judging vehicle-state.In addition, in the above-described embodiment, carry out step S12, step S14, these three judgements of step S16 repeatedly, but also can carry out a judgement in three judgements repeatedly, can also carry out two judgements in three judgements repeatedly.
In addition, in the above-described embodiment, in order to detect travel direction more exactly, detection is carried in the acceleration/accel on the vehicle, and, do not judge, but be not limited thereto based on the acceleration/accel of detected vehicle and determine vehicle and be under the situation on the precipitous sloping road.That is, though precision can descend, also can not detect the acceleration/accel (step S16) that is carried on the vehicle, (step 10) and wheel velocity (step S12, step S14) are judged and be based on the gear positions of vehicle.In addition, in order to detect travel direction more exactly, in step S14, detected in the time will judging and whether be in below the akm/h, but also time range can be set as wheel velocity in the certain hour scope of benchmark.
Here, example shown in Figure 2 only shows the control of wheel velocity more than or equal to the situation of Akm/h, but also can further also judge the motoring condition of vehicle under vehicle is considered to situation about stopping.Below, use Fig. 4 that another example of the decision method of vehicle-state decision maker is described.Here, Fig. 4 is the diagram of circuit of another example that the decision method of vehicle-state decision maker is shown.In addition, basically the decision method with shown in Figure 2 is identical more than or equal to the control of the situation of Akm/h for wheel velocity in decision method shown in Figure 4, therefore simplify the explanation of same section, below, describe the unique point in the decision method shown in Fig. 4 in detail.
At first, the ECU 40 of vehicle-state decision maker 24 in step S10 according to the gear positions of judging gear-shift lever 20 by gear positions sensor 41 detected detected values repeatedly whether the evolution beyond the D Drive be D Drive, be transformed D Drive if determine gear positions, then entered step S12.Then, whether ECU 40 judges in step S12 by the detected wheel velocity of vehicle-wheel speed sensor 42FR～42RL greater than datum velocity Akm/h (that is wheel velocity＞Akm/h) whether.If ECU 40 determines wheel velocity＞Akm/h in step S12, then enter step S14, if determine wheel velocity≤Akm/h, then enter step S30.Here, the processing of the step S14 of ECU 40, step S16, step S18, step S20, step S22, step S24, step S26 is identical with the processing in the above-mentioned diagram of circuit shown in Figure 2, therefore omits its explanation.
On the other hand, if ECU 40 determines wheel velocity≤Akm/h in step S12, judge in step S30 then whether vehicle 10 is in halted state.Here, ECU 40 for example by the detected wheel velocity of vehicle-wheel speed sensor 42FR～42RL for can think the speed that stops, more particularly wheel velocity is to be judged to be vehicle 10 under the situation below the akm/h to be in halted state, when wheel velocity during, be judged to be and be not in halted state greater than akm/h.Be in halted state if vehicle-state decision maker 24 is judged to be vehicle 10 in step 30, then enter step S32, be not in halted state, then enter step S12 if be judged to be vehicle 10.
If ECU 40 determines Ds 〉=specified value in step S34, then in step S36, judge by the detected wheel velocity of vehicle-wheel speed sensor 42FR～42RL whether greater than wheel velocity Ekm/h (that is wheel velocity＞Ekm/h) whether.Here, wheel velocity Ekm/h can be judged to be the benchmark wheel velocity that vehicle 10 is in motoring condition, and this speed both can be the wheel velocity identical with wheel velocity Akm/h, also can be the benchmark wheel velocity of setting in addition.In addition, in step S36, detect the wheel velocity of certain hour, and detection and whether judge wheel velocity＞Ekm/h during certain hour in.If ECU 40 determines wheel velocity＞Ekm/h in step S36, then enter step S22, if determine wheel velocity≤Ekm/h, end process then.In addition, if ECU 40 determines wheel velocity＞Ekm/h in step S36, then in step S22, be judged to be and be in forward travel state, end process.
On the other hand, if ECU 40 determines Ds＜specified value in step S34, then in step S38, judge whether passed through certain hour.If ECU 40 determines in step S38 and passed through certain hour, then end process is not passed through certain hour as yet if determine, and then enters step S30, carries out from the processing of above-mentioned steps S30.
So, whether judgement vehicle when the gear positions conversion is in halted state, is being under the situation of halted state, judges whether become motoring condition from halted state, thus at the halted state down conversion under the situation of gear positions, also can judge travel direction accurately.
In addition, in example shown in Figure 2, the situation that to travel direction from the state transformation of vehicle rollback is the state that advances is illustrated, but is not limited thereto, and at travel direction from the state transformation that advances is also can similarly control under the situation of the state that retreats.Below, use Fig. 5 that an example again of the decision method of vehicle-state decision maker is described.Here, Fig. 5 is the diagram of circuit of an example again that the decision method of vehicle-state decision maker is shown.In addition, in decision method shown in Figure 5, before conversion opposite with the travel direction after the conversion, decision method with shown in Figure 2 is identical basically for other, therefore simplify the explanation of same section, below, describe the unique point in the decision method shown in Fig. 5 in detail.
The ECU 40 of vehicle-state decision maker 24 basis in step S50 judges by gear positions sensor 41 detected detected values whether the gear positions of gear-shift lever 20 is transformed to reverse (R) from reverse (R) position, for example D Drive (D), neutral gear (N) in addition.If ECU 40 determines gear positions and has been transformed reverse in step S50, then enter step S12, do not transform to reverse if determine, then execution in step S50 repeatedly.Below, the processing of the step S12 of ECU 40, step S14, step S16, step S18, step S20, step S22, step S24, step S26 is identical with the processing in the above-mentioned diagram of circuit shown in Figure 2, therefore omits its explanation.Wheel velocity Akm/h, wheel velocity akm/h, acceleration/accel Bm/s as benchmark
2Both can be to be transformed to the identical speed of situation of advancing with travel direction shown in Figure 2, also can be different speed.
So, from advancing direction transformation under the situation of direction of retreat,, also can similarly judge travel direction accurately from the situation that direction of retreat is transformed to working direction at travel direction with travel direction by judging motoring condition as shown in Figure 5.In addition, at travel direction from advancing direction transformation under the situation of direction of retreat, also further by judging similarly with diagram of circuit shown in Figure 4 whether vehicle is in halted state, thus at the halted state down conversion also can judge travel direction accurately under the situation of gear positions.
Utilizability on the industry
As mentioned above, vehicle according to the invention state determining apparatus and vehicle-state decision method are useful on the travel direction of judging vehicle, the vehicle heading that has been particularly useful for judging whether conversion.
Claims (9)
1. vehicle-state decision maker is judged to it is characterized in that the motoring condition of the vehicle that travels by primary mover, comprising:
Vehicle-wheel speed sensor, it is set on the described vehicle, and detects wheel velocity;
The gear positions sensor, it detects the position of gear-shift lever; And
Detection unit, its detected value according to described vehicle-wheel speed sensor and described gear positions sensor is judged vehicle-state;
Wherein, if described detection unit detects the evolution of described gear-shift lever beyond the progressive position to progressive position or from the evolution beyond the going-back position to going-back position and to detect wheel velocity be more than first datum velocity and detect that wheel velocity is in below second datum velocity before detecting, conversion has taken place in the travel direction that then is judged to be vehicle.
2. vehicle-state decision maker as claimed in claim 1 is characterized in that,
If be in the scope below described second datum velocity fiducial time that described detection unit also detects from detection the time, conversion has taken place in the travel direction that then is judged to be vehicle.
3. vehicle-state decision maker as claimed in claim 2 is characterized in that,
Described second datum velocity is to think that described vehicle is in the wheel velocity that stops.
4. as each described vehicle-state decision maker in the claim 1 to 3, it is characterized in that also having the acceleration pick-up of detection effect in the acceleration/accel of described vehicle,
If it is below the benchmark acceleration/accel that described detection unit also detects described acceleration/accel, conversion has taken place in the travel direction that then is judged to be vehicle.
5. as each described vehicle-state decision maker in the claim 1 to 4, it is characterized in that, if described detection unit detects the condition that conversion has taken place the above travel direction that is judged to be vehicle of certain number of times within a certain period of time, conversion has taken place in the travel direction that then is judged to be vehicle.
6. vehicle-state decision method is used to judge it is characterized in that the motoring condition of vehicle, comprising:
Detect step, detect gear-shift lever whether from the evolution beyond the progressive position to progressive position or the evolution beyond the going-back position to going-back position;
The wheel velocity determination step if detect the conversion of position in described detection step, judges then whether wheel velocity is more than first datum velocity;
Stopping determination step, is more than the datum velocity if determine wheel velocity in described wheel velocity determination step, judges then whether wheel velocity has become below second datum velocity before described wheel velocity determination step;
The acceleration/accel determination step if stop to determine in the determination step wheel velocity and become in the scope below second datum velocity in fiducial time described, judges then whether the acceleration/accel of described vehicle is below the benchmark acceleration/accel; And
The travel direction determination step is below the benchmark acceleration/accel if determine acceleration/accel in described acceleration/accel determination step, and conversion has taken place the travel direction that then is judged to be described vehicle.
7. vehicle-state decision method as claimed in claim 6 is characterized in that,
Stop in the determination step described, judge that whether wheel velocity is in below second datum velocity in the scope fiducial time before described wheel velocity determination step.
8. as claim 6 or 7 described vehicle-state decision methods, it is characterized in that,
In described acceleration/accel determination step, judge whether the acceleration/accel of described vehicle is below the benchmark acceleration/accel, be till number of times below the benchmark acceleration/accel reaches certain number of times, to enter the described determination step that stops then up to the acceleration/accel that determines described vehicle.
9. as each described vehicle-state decision method in the claim 6 to 8, it is characterized in that described second datum velocity is to think that described vehicle is in the wheel velocity that stops.
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| PCT/JP2009/054312 WO2010100760A1 (en) | 2009-03-06 | 2009-03-06 | Device and method of determining vehicle conditions |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN102239073A true CN102239073A (en) | 2011-11-09 |
| CN102239073B CN102239073B (en) | 2014-03-26 |
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| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN200980123088.3A Expired - Fee Related CN102239073B (en) | 2009-03-06 | 2009-03-06 | Device and method of determining vehicle conditions |
Country Status (5)
| Country | Link |
|---|---|
| US (1) | US8285436B2 (en) |
| JP (1) | JP5083455B2 (en) |
| CN (1) | CN102239073B (en) |
| DE (1) | DE112009004444B4 (en) |
| WO (1) | WO2010100760A1 (en) |
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| CN104011514A (en) * | 2011-12-27 | 2014-08-27 | 丰田自动车株式会社 | Method and device for estimating loading state of vehicle |
| CN107054350A (en) * | 2016-02-04 | 2017-08-18 | 福特全球技术公司 | The instruction of vehicle heading |
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| KR101941230B1 (en) * | 2012-10-16 | 2019-01-22 | 콘티넨탈 오토모티브 시스템 주식회사 | Method and apparatus for detecting drive derection of transmission |
| CN103171561B (en) * | 2013-03-25 | 2016-06-08 | 广州市雄兵汽车电器有限公司 | Automobile attitude detecting method |
| JP6027477B2 (en) * | 2013-03-28 | 2016-11-16 | 富士重工業株式会社 | Vehicle forward / reverse determination device |
| US9656574B2 (en) | 2014-12-02 | 2017-05-23 | Robert Bosch Gmbh | Electric vehicle moving direction detection |
| JP6443277B2 (en) * | 2015-09-10 | 2018-12-26 | 株式会社デンソー | Automatic transmission control device |
| JP6325593B2 (en) * | 2016-03-31 | 2018-05-16 | 本田技研工業株式会社 | Rough terrain vehicle |
| IT201900006725A1 (en) * | 2019-05-10 | 2020-11-10 | Alfaevolution Tech S P A | APPARATUS AND METHOD OF AUTOMATIC MONITORING OF THE MOTION OF A VEHICLE |
| JP7322826B2 (en) * | 2020-07-03 | 2023-08-08 | トヨタ自動車株式会社 | Vehicle traveling direction estimation device |
| CN114148334B (en) * | 2021-12-13 | 2024-04-19 | 安徽江淮汽车集团股份有限公司 | Speed direction detection method for automatic transmission automobile |
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- 2009-03-06 DE DE112009004444.1T patent/DE112009004444B4/en not_active Expired - Fee Related
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Also Published As
| Publication number | Publication date |
|---|---|
| CN102239073B (en) | 2014-03-26 |
| DE112009004444B4 (en) | 2014-10-23 |
| WO2010100760A1 (en) | 2010-09-10 |
| DE112009004444T5 (en) | 2012-08-09 |
| JP5083455B2 (en) | 2012-11-28 |
| US20110106369A1 (en) | 2011-05-05 |
| US8285436B2 (en) | 2012-10-09 |
| JPWO2010100760A1 (en) | 2012-09-06 |
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